Flying-machine



n. A. ENGLER.

FLYING MACHINE.

APPLICATION FILED JUNE 29, 1917- 5 SHEETS-S11E51 I.

171 vent 0r.

Patented Oct. 25, 1921.

R. A. ENGLER.

FLHNG meme. I APPHCATWN HLED SUNE 29, NHL

Patente 5 SHEETS-SHEET 2.

R. A. ENGLER.

FLYING MACHINE.

APPL'ICATION FILED JUNE 29, 1917.

Patented 001;. 25, 1921.

5 SHEET$-SHEET 3- R. A. ENG LER.

FLYING MACHINE.

APPLICATION FILED'JUNE 29, 1917.

Patented Oct. 25, 1921.

5 SHEETS-SHEET 4.

R. A. ENGLER. FLYING MACHINE. APPLICATION mm) 111M229. 1911.

UNITED STATES P A EENT OFFICE.

RICHARD A. ENGLER, OF EVANSTON, ILLINOIS.

FLYIN G-MAGHIN E.

Application filed June 29,

To all whom it may concern.

Be it known that I, RICHARD A. ENGLER, a citizen of the United States,residing in Evanston, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Flying-Machines, ofwhich the following is a specification.

My invention relates more particularly to improvements on the flyingmachine for which application was filed by me Sept. 27, 1920, renewal,Serial No. 413,249.

The objects of the improvements which this application shall cover areas follows To increase the length of wing movement without lengtheningor enlarging the figure of 8 mechanism, whereby the up and down strokesare lengthened and made 'more effective.

To make the hesitating mechanism more efficient and practical.

To provide the hesitating mechanism with a locking device so thathesitation can take place on the rear or'on the forward end of the wing.

7 To make it possible for one body to accommodate various lengths andbreadths of wings.

To make a neater, more compact and lighter design of constructionoverall.

To use the horizontal and vertical propellers not only to propel andstabilize, but also to use them as vertical and horizontal rudders andsteering planes and thereby making it possible to use an auxiliaryrudder or tail requiring only a horizontal plane to be used in ascendingand descending and balancing.

To provide a spring which absorbs power on the up stroke and gives itback with suddenness on the down stroke, thereby increasing theeffectiveness of the down stroke.

To provide a wing having a triangular form. To provide slots and guidesin case the traveler breaks the wing carriage is held in place andoperatively so. To provide Wings that oscillate on their rear ends.

In the figures, where like reference numbers indicate like partsthroughout the figures Figure 1 represents a figure of 8 mechanism whichis provided with means for carrying the wing a greater distance than thefigure of 8 mechanism alone can do.

Figs 1 and 1 illustrate the slot or guide 1 shownin Fig 1.

Fig. 2 is a top view of Fig. 1 showing Specification of Tiettcrs Patent.

Patented Oct. 25, 1921.

1917. Serial No. 177,660.

part of the central body and the design of the wing arm on whch arm aremounted the wings, wing mechanisms, propellers and part of the propellercontrolling mechamsms.

Fig. 2 shows how the wing may be oscillated on its rear end; and

Fig. 2 shows the wing as having a triangular form.

Figs. 3 and 4 show parts of the horizontal and vertical propellercontrolling mechanisms. Figs. 5, 6, 7 show the hesitating mechan- 1SII1Sfor outer or posterior and inner or anterior end hesitation, Figs. 5 and7 being modified forms of the hesitating mechanisms shown in Figs. 1, 2and 6.

Figs. 8 and 9 show the vertical propeller controlling mechanism.

Fig. 10 represents part of the horizontal propeller controllingmechanism.

Fig. 11 represents the horizontal rudder or tail. By figure of 8mechanism, anism which in itself takes figure of 8 besides causing awing to describe fi ures of 8 in space. Further it is a mechanism whichis a figure of 8 without the aid of the wing in different positions ofits travel to give it a figure of 8 form. It is a figure of 8 in whichthe periphery of each half figure 8 incloses two separate centers andeach center projecting a radius of different length and the radii of onehalf figure 8 rotating opposite to the radii of the other half.

In Fig. 1 the figure of 8 mechanism is made evident by the form thetravelers 1 take in passing over their respective system of wheels 2,all being driven by wheel 3 and all supported by the wing arms 4. Thedrive wheel 3 causes motion to the half of the figure 8 mechanism towhich it is coir nected and this half figure 8 mechanism being connectedto the other half by a crossed drive belt or chain, causes motion ofthis half figure 8 mechanism. Each half of the figure 8 mechanism hasits two wheels driven by the traveler passing over and around them. Thisfigure of 8 mechanism supports the wing carrier structure 5, wing 6,wing support 7, horizontal propeller 8 and vertical propeller 9. A slotor guide 1 is shown adjacent or surrounding the traveler l, the purposebeing to guide the wing carriage at the ends. Each set of I mean amechthe form of a coupled wheels can be provided with such a slot orguide. \Vhile not absolutely necessary, this slot or guide may be usefulin some cases, for instance, in case the traveler 1 breaks, the wingcarriage is not dislodged. The pins 15 which attach the hesitatingmechanisms to the travelers are also the pins which work in the slots orguides. Figs. 1 and 1 make this clear. Operated at the center by thewing carrier 5 and slidably supported on its lower end to the wing arm4: and pivotally attached at its upper end to the wing support 7 is aslotted arm 10, which arm causes the propellers and wings to increasetheir forward motion to a greater distance than the figure of 3mechanism alone allows of. Since bar 10 is held slidably and pivotallyin one position byv projection 4 at one end while the other end ispivotally held by wing support 7, then it is easy to see that the motionof the wing carriage 5 caused by the figure of 8 mechanism will causethe center of the bar 10 to move to and fro with the figure of 8mechanism and since the lower end of bar 10 is held in one positionpivotally by projection 1, the upper end attached pivotally to wingsupport 7 must cause the wing support; and hence wing to slide to andfro on the wing carriage 5 since the bar 10 at its center engages withthe wing carriage. Mounted on the wing 6 are supports 11 for thehorizontal propellers and supports 12 for the vertical propellers. Aguide 13 is provided in which the lever 10 operates and which'steadiesthe entire wing and its various attachments. A spring 141: attached tothe wing arm f and wing carrier 5 can I be used for the same purpose asthe'pectoral muscles of a bird; and by means of which the down stroke ismade more sudden, the

spring giving back the energy absorbed'on' the up stroke. This spring isnot absolutely necessary but is very useful in aiding the figure of 8mechanism on the down stroke.

The hesitating device attached to the carrier 5- is shown at 15 and 15and is an anterior end hesitator in this case. It must be understoodthat since the figure of 8 mechanism is composed of large and smallwheels or their equivalent and that the travelers in this case remain ofthe same length and travel at the same speed and that the anterior endof the wing passes over a wheel of small diameter at the same time thatthe posterior endpasses over a wheel of large diameter, that some meansmust be provided to allow the anterior end to stop or hesitate a moment.In this case a slidable means is provided at both anterior and posteriorends so that when the posterior end is passing over and around the wheelof large diameter, the anterior end is merely sliding to and fro adistance approximately equal to the difference betweenthe radius of thelarge and small wheels. On the forward stroke, what wasthe anterior endon the return stroke, is now the posterior end and so alternately duringoperation of the wings. To hesitate at the posterior requires a specialmechanism described in Fig. 7.' No special mechanism is required tocause anterior end hesitation because the air pressure under theposterior end forces the wing backward. 1 Fig. 2 is the. same as Fig. 1,only a difference in view. The wing support? is mounted so that it canhe slid to and fro, on the carrier 5, by the arm lO. The'arm 10 in itsto and fro motion. operates in the slots shown cut in it and in theguide 13.

lVhen the center of the wing hovers over the large wheel to the left,thelever 10, will be pointing in the opposite direction and will havecarried the wing support/ioverso that thewing now will extend over the.car.- rier 5 an equal distance to the left as that now shown over theright. The broken line 16 passes through the center ofthe figure of 8mechanism, across its width, andby means of which line I wish to showbetter the efiect of carrying the posterior end of the wing to or beyondthis line at the'termination of each up stroke.

Suppose the wing is not carried over the line 16, then the up strokewilloppose the down stroke to an extent equalito the distanceits 'rearend has not passed'over' this line 16. If the rear end just goes to thisline then the rear end acts as if pivoted there and it will not opposethe down stroke. 7

But when it is carried as far or farther from this line as shown, thenthe posterior end of the wing actually helps the down stroke, andthereby makes the whole wing surface effective on the down stroke andgives the up stroke animmediate hold on the air. Lines 17 and'18 help tomake-this clear. Different combinations of levers can be used on thestroke lengthening mechanism, as well as levers of different length,allfor the purpose of getting as long a stroke as possible from a smallfigure of 8 movement.

Fig. 1 only adifierset of figure of 8 ing only asingle wing arm. 'Figs.1 and 2 V are now provided with adouble set of wing arms and figure of 8mechanisms'as shown particularly in Fig. 2. One design is as good as theother.

In Fig. 2, the wing 6' is shown broken into three sections because thefull length could not be gotten into the space at hand. The right handcorner of the wing and horizontal propeller are also cut away for thesame purpose, description of the opposite end making the entirestructure clear. The width of the wing need not be great because whetherin vertical or horizontal flight the air strikes the wing squarely orresultantly on the long or lifting edge. The edge 19, across the widthof the wing, the same being the forward or front edge when the machineis advancing horizontally, can have a rounded nose to better meet theair.

Part of the central body structure is shown at and this part of the bodysupports the driving mechanism, the controlling levers for thepropellers and rudder, there being five such levers, one for each of thefour propellers and one for the tail or hori zontal rudder. Fig. 2 alsoshows vertical propellers on the wings in front and rear of the machine.The horizontal propellers may likewise be in front as well as rear. Thepair of vertical and the pair of horizontal propellers may be coupledtogether and manipulated without increase of controlling levers andwires. This body also provides room for an operator and passengers.

An arm 21, pivotally attached to the body 20 at one end and on the wing6 at the other end has an elbow joint 22 in the center. Along this elbowjointed arm are carried the wires leading from the controlling levers onthe body 20 to the four propellers supported on the wings. I show, forexample, one such wire 23 by means of which horizontal propeller 8 iscontrolled. By this means the propeller can be held down when itisrequired to be used in steering and may be made to give any length ofdown stroke and consequently any degree of propelling power. Since thewing, by its mechanism, travels to and fro, as indicated by the longdouble headed horizontal arrow, some means must be adopted to keep thecontrolling wires at the same length and taut during all parts of the upand down strokes. The elbow arm does this. The wires are led througheyelets or over small pulleys from the body to the propellers. One elbowarm carries all the wires, which is two or three when an auxiliary leveris used on the hori zontal propeller controlling lever) for each half ofthe machine. The dotted line 21 in Fig. 1 represents this elbow arm.

Fig. 3 illustrates a side view of the elbow arm 21 and the short doubleheaded vertical arrow indicates the direction of its motions.

Fig. 4 is a side view of the horizontal pr0+ peller controllingmechanism. The wire 23 is attached at the center of a lever 24, whichlever is pivoted on one end on the support 11. lVhen the wire is pulledby its particular controlling lever, the lever 24 is drawn down as shownand thus holds the propeller plane down on the support 11. A spring 25attached to the wing ribs, lifts the lever 24, when it is not in use toa position indicated by line 26. The dotted line 27 indicates how thepropeller bends under the strain of the down stroke of the wing and whenso bent propels the machine forward. The amount of bending is controlledby levers 24 and consequently the propelling power is thereby regulated.

Fig. 5 shows a figure of 8 mechanism carrying a wing support 28 in whichthe hesitating is done on the anterior end, the dotted linesrepresenting the wing 6 and carrier 28 in two different positions andmaking clear the operation of this mechanism. Since the air strikes thewing on the posterior end it will tend to push the wing backward,therefore hesitating will take place on the anterior end without anyauxiliary mechanism. Bear and forward ends are terms equivalent to inner0r anterior and outer or posterior ends respectively.

Fig. 6 shows the type of hesitating mechanism illustrated in Figs. 1 and2. In Fig. 5 the travelers 1 carry rods or pins which Work in slots cutin the wing carrier 28, while in Fig. 6 the travelers 1 carry slots inwhich work rods or pins held on the wing carrier 5. The ends of the wingcar rier 5 and 28 may be provided with springs or other forms of shockabsorbers, so that the operation of the hesitating mechanism produces nomechanical jar. One is as good as the other and either may be employedin Figs. 1 and 2. The pin which connects the traveler with thehesitating mechanism is indicated by 15.

Fig. 7 illustrates how the wing can be made to hesitate on its forwardend. I wish to have it understood here that the hesitating devices shownin Figs. 1 and 2 are to represent any of the hesitating devices I showand describe in this specification. The advantage of forward hesitationis, that it helps carry the wing beyond the line 16, thereby adding tothe effects of the up and down strokes.

The wing carrier 28 is provided with a link motion composed of a shortlever 29, pivoted at the center 30 of the carrier 28, and operates fromits center 31, a long lever 32, which long lever actuates at each of itsends through pivots 33, an angular shaped catch 34, said catch beingsupported pivotally on the ends of the carrier 28, as shown by 35. A lug86, at the lower end of the short lever 29, engages with a spring 37,which spring can be fastened on the wing arm 4 along the line 16 byextending said wing arm at this point.

this specification.

When the wing is being carried to the right as illustrated, the lug 36strikes the spring, which through the link motion causes the catches 34to take the positions as shown, whereby the hesitating takes place onthe forward end because the rear end is locked by its catch. The spring37 has such a tension that it can cause the link motion to perform, butallows the lug 36 thereafter to bend it under the effort of the forwardmotion of the wing till it snaps off the spring, the spring thenresuming its normal position along the line 16. On the reverse stroke,the lug strikes the spring from the opposite sideand the levers andlocks are reversed causing the wing to hesitate on the forward orposterior end on the return stroke just as it did on the precedingstroke. The spiral spring 14 in Fig. 1 can replace the spring 37. Thedotted lines show the various positions of the wing and wing carrier andillustrate how the hesitating dcvice operates. Figs. 1 and 2 may beprovided with this mechanism of Fig. 7 in place of those now illustratedin these figures. The Fig. 7 system of levers and locks can also be usedto lock at the opposite end of the carrier 28, which will cause a rearend hesitation. To cause this mechanism to look so as to allow ofhesitation on the rear or anterior wing end it is only necessary to havethe short lever 29 extended on its upper end and have the lug 36 placedin this extension instead of on the lower extension of lever 29. Thespring 37 will also be transferred so as to strike lug 36 as before'Both arrangements may be included in the mechanism so that change fromone to the other is easily accomplished. Many other combina tions can bedevised and used of course to cause locking at one end or the other ofthe carrier 28, and this particular device shown and described is merelygiven as an example. The stroke lengthening mechanism herein shown anddescribed may be used on other mechanisms as well as with a figure of 8mechanism, as the figure 8 is understood n means of which'the propellerscan be made to function both as propellers and steering means. A systemof linked levers 38-39 and 40 are attached to the controlling wire 41,(which wire passes along elbow arm 21). lVhent-his wire. is drawn by acontrolling lever on the central body 20, the linked levers assume theposition as shown by the dotted lines. A spring 42 draws the linkedlevers back to'their normal position.- The lugs 43 put the limits tothis movement. A cam 44, attachedto the top of the propeller 9 works onthe lever 39 and causes the propeller to take up either position 9 or9.", depending of course on which way the wing illustrate thecontrolling and propeller are moving at the time the wire 41 is pulled.A spring 45, working in a slot 46, which slot is rigidly attached to therib work of the propeller 9, brings the propeller back to normal, whichis as shown by the full blackline; This spring also causes quickrecovery ofthe propeller'in its to and fromotion and keeps the propellerunder proper tension. This spring can vary in strength as desired. It isunderstood of course that the propeller 9 is journaled on its top on thepropellersupport 12 asshown at 47.

Fig. 10 is a stop mechanism used with the horizontal propeller and isinserted at a convenient place in the controlling wire 23 and its objectis to take the strain off the wire 23 when the propeller is being usedasa rudder or stabilizer, or when its full bending power is restrained.Two bearings 48 and 49 are fastened preferably to the rib work of thewing, along the direction ofthe wire 23. A slidable rod 50 works inthese bearings, to and fro, as shown by the double headedarrow, and isinserted in the wire 23-. Between the bearings is a clutch bar 51,pivoted at 52, stopped by lug '53 and operatedby wire-54. This wire 54passes along elbow arm 21, and goes to a small auxiliary levermounted onthe main controlling lever to' which wire 23 leads. It may be mentionedhere that the controlling levers. are all provided, as is usual, withlooks, so that the control can be set at any desired degreeandremain-soset without the use of the hands to hold it. 7 The rod 50 passes throughthe end of clutch bar 51, the hole in the clutch bar being slightlylarger than the rod. -A spring 55 keeps the clutch normal against thelug 53. When the wire 23- is drawn by the controlling lever the desireddegree and it is intended to keep it so drawn, then the auxiliary leveris brought into play by the fingers and wire 54 draws the clutch bar 51overl'so that the rod 50 is tightly gripped, then the'locking of theauxiliary. and main control lever takes the strain off of the wire 23passing along elbow arm 21. It may be mentioned that the wire 23 leadingfrom. the rod 5'O-to the propeller should be heavy enough to; stand thisstrain put on it by thepropeller under restraint.

Fig. 11 illustrates the horizontal rudder or tail and it is telescopicas shown at 56 in one plane. However the 'wings' may be. so long as tomake a' tail unnecessary. The rudder supports 56 are-attached'at theirends 56 to the central body structure 20 on the those versed inthe art.The plane 58 is shown in its normal position. The rudder is used in bothvertical and horizontal ascension and descension and can aid instabilizing.

In Fig. 9, a control wire 46 is provided to draw the slot 46 up, while aspring 46 brings it back to normal, by which means the tension of thespring 45 is varied and the turning power of the propeller reduced orincreased, whereby the propelling power is also varied. It will berememberedthat the propeller is turned by the air pressure on its planesdue to the to and fro motion of the propeller and that the air and thespring oppose each other. Wire 46 can lead to a lever on the centralbody 20 the same as do the other controlling wires. The slot 46 works ina groove cut into the main forward rib of the propeller.

In Fig. 2 the three positions of the vertical propeller 9, shown bydotted lines, indi cate how the propeller sets itself, approximately, onthe up strokes in both directions,

and on the down stroke, which down stroke position is shown by thecenter one of the dotted lines and this position also is the normalposition of the propeller.

The vertical propeller can be mounted as the horizontal propeller is,that is, rigidly fixed on one end with the plane itself of flexiblematerial. Likewise the horizontal propeller can be a stiff plane andmounted like the vertical one, depending for fiexion upon a spring. Thevertical propeller when a flexible plane, can be regulated andcontrolled by means similar to those used in the case of the horizontalone as now shown. The propeller springs themselves may be regulated oneach side so that each propeller can bend more or less than its neighboror mate.

The two vertical propellers mounted on each wing are operated insynchronism by one control wire, but it is obvious that each propellermay be operated independently and not in synchronism with its mate; andeach provided with anindependent control wire and control lever.

The operation of the machine is as follows :To rise vertically, thefigure 8 mechanism and auxiliary mechanism are started; the wingsoscillate; the controlling levers are set, holding the horizontalpropeller down on the supports 11 and the vertical propellers inpositions 9 or 9. The tail plane 58 is set by a control lever either upor down vertically or nearly so. As the ma chine rises, if one sideshould mount faster than the other, due to air pockets or some othercause, a remote possibility on account of the to and fro motion of thewings, then the horizontal propeller mounted on the wing on the sidewhich rises too fast is released and its bending up allows the air topass throughreducing the active surface thereby, thus bringing themachine back to equilibrium. The vertical propeller planes held as shownat 9 and 9 Fig. 9 act as stabilizers in all other directions the machinemay tend to become out of balance. The tail plane, held as it isvertically, can act as a stabilizer and can be manipulated by thecontrol lever so as to aid its stabilizing powers. If one or the otherof the horizontal propellers is released the machine cannot advancehorizontally because the vertical propellers are set broadside tohorizontal advance. If the rear set of vertical propellers in Fig. 2,are allowed to operate so that the machine has a tendency to be drawnforward and the front set operated so that the machine has a tendency tobe drawn backward the two neutralize each other and the machine movesneither way. The vertical ascension is possible without holding thevertical propellers fast. The same is true of the horizontal propellerswhen they are provided in front and rear. This allows of a more flexiblearrangement than that of holding fast of the propellers. WVhenhorizontal flight is desired the front vertical and horizontalpropellers are so set that they are not in opposition to the rear'ones.

Now if it is desired to move horizontally after thedesired verticalheight has been reached, the four propellers are released and the tailplane put at the proper angle. Then if we wish to ascend or descendwhile moving horizontally also, the tailplane is operated the same asthe horizontal rudder on any other machine now is operated.

If we wish to vary the horizontal speed say decrease it, since with allpropellers working the machine goes at its best speed, the horizontalpropellers can be entirely held down by lever 24 or only partly so. Ifwe provide means as shown in Fig. 9 so that the strength of the spring45 can be put under'control, then the vertical propellers can cause thehorizontal speed to vary also. If the lever 39 is made to hear more orlesson the cam 44 which causes friction and thus braking action, it isequivalent to varying the strength of the spring and this braking actioncan be accomplished by means of the control levers and wires associatedwith the vertical propellers.

Let us now turn. To do this the control levers operating the verticaland horizontal propellers on one side of the machine must be drawn backso that these propellers be come inactive. When this in done the machineswings around using the inactive propeller side as the pivot upon whichthe machine turns. Since the inactive vertical propeller is broadside toforward motion, it offers more resistance on its side than the otherside of the machine encounters, therefore its side of the machine falls,thereby tilting the other side up, just as is done in on, account ofthis self-sustaining property.

In turning one set of the vertical and horizontal propellers on one wingcan be set in opposition while the other set on the other wing work toaid each other. Suppose all propellers are set in opposition, then bycausing the front set to aid the rear set the machine moves forwardwhereas if the rear set are caused to aid the front set, the ma chinemoves backward, therefore the machine need not be turned to go eitherway. In hovering the wings are driven fast enough to just overcomegravity and the propellersand tail are all set as in vertical ascension.In vertical flight when the vertical propellers are set in. opposition,it is best to 'havethem set so that their free ends point toward eachother instead of away from each other, then the air is compressed bythem under the lifting and sustaining wings. Since vertical flightabsorbs the most power it is of advantage to have compressed air underthe wings to get a good lift fromthem. The wings also create the aircurrents upon which they rise due to their peculiar motion, somethingimpossible in any other proposedmachines heretofore.

The speed, both vertical and horizontal, can of course be varied also bya variation in the speed of the motive power.

Fig. 1 represents a machine having either one or two part arms, eventhough'only a one part arm is shown, since it is a front view, a twopart arm can be provided as in Fig. 2.

Descending can be accomplished by merely slowing up the wing actionyo'rshutting off the motive power and letting the wings be operatedreciprocallyby'the pull of gravity on the Whole machine, its action likeaparachute.

Since the rudder Fig. 11 is telescopic, it

being then can be set nearer or farther away fromthe i 1 7 central body20. It can be permanently so set or may, duringfiight, be manipulated soas to alter the distance from said body. The tail may be in the rear orin the front.

In Fig. 2 are shown two broken lines 6 7 and 6 In Fig. 2 these linesshow how the wing may'ibef turned automatically during flight. {If thewing is pivotedbyits support 7ito carrier 5 at the point where lines 6and 6 ,intersect and the rear end" then made to oscillate, say by meansof the stroke lengthening ar'mQlO, then on the stroketo-' ward theright, the wingLwill set its length parallel with line 6, while thestroke toward the left will set the wing length parallel to line'G. Thewing itself may have a triangular form and-fixed in position with thebase of the triangle in the rear. The horizontal propellers 8 may beused both'in front and in the rear of the main or sustaining wing. 1 c

This type of machine is not easily capsized because of the formation ofthe wings during toand fro 'motionan expanding V shape on the strokesoutwardly and then a contracting inverted A on the strokes inwardly andeach following the other in rapid succession.

It is to be understood that I have shown in the accompanying drawingsonepractical illustrated in the said drawings except so.

far as the same may be set forth in the appended claims as constitutingparts of features'of my invention.

I claim'as my invention V 1. In a'flying machine, the combination with acentral body and 'wing arms extending from the same and provided withwings, of figure of 8 mechanisms for operating said wings and propellervanes attached to said wings, means forlengthening the stroke of saidwings relative to the figure of 8 mechanism, spring means for aiding thewing mechanism, meansfor steadying the wings and 'wingmechanism,safetymeans for holding the wings and wing carriage inplace, rudder means forsteering and means for controlling said propeller vanes and rudder. 2.In av flying machine a figure of 8 wing operating mechanism working inconjunc tion with means for lengthening the wing stroke relative to thefigure of 8 mechanism and a wing end'hesitating mechanism and wings andpropeller vanes mounted upon and operated by said mechanisms. 7

3. In a flying mach'ne, a figure of 8 wing operatingmechanism workinginconjunction with 'a mechanism for lengthening the stroke relative to thefigure of 8 mechanism and wings and propeller vanes mounted upon andoperated by saiol mechanisms.

4:. In aflying machine a figure of 8 wing operating mechanism andmechanism for lengthening the stroke relative to the figure of8mechanism and means for driving the same, wings forlifting andsustaining and propeller vanesmounted upon said wings for propelling,stabilizing and steering.

'5. In a flying machine the combination of these main features,- acentral body. includ- .hesitating means, locking means forsaid wing endhesitating means; mechanism for lengthening the wing stroke relative tothe figure of 8 wing operating mechanism; wings including propellervanes mounted thereon; springs for resisting the motion of said wings onthe up strokes; and a rudder, said wing arms and rudder being attachedto said central body, said wing arms supporting said figure of 8 wingoperating mechanism, wing carriages and their mechanisms, wings andpropeller vanes, said figure of 8 mechanism operating said wingcarriages, wings and propeller vanes, said wings, propeller vanes andrudder being controlled by said controlling means on said central body.

6. In a flying machine, a figure of 8 wing operating mechanism providedwith guide means, a wing carriage supported upon and operated by saidfigure of 8 mechanism, said Wing carriage working in said guide means.

7. In a flying machine, a figure of 8 wing operating mechanism and awing carriage supported upon and operated by said mechanism, said figureof 8 consisting of two halves driven in opposite directions and eachhalf working upon a rotary mechanism having two separate centers, saidcenters of said rotary mechanism projecting radii of different length,said wing carriage being supported upon said figure of 8 in such mannerthat one end passes around a rotary mechanism of small radius in onehalf of the figure of 8 while the other end passes around rotarymechanism of a large radius in the other half and so alternately withrespect to the two wing ends, said carriage ends being provided withslidable means equal in length approximately to the difference betweenthe length of the small and large radii, said slidable ends beingoperative when the carriage ends have reached either extreme of the halffigure of 8 to which it is attached.

8. In a flying machine, a figure of 8 wing operating mechanism and awing carriage supported upon and operated by said mechanism, said figureof 8 consisting of two halves driven in opposite directions and eachhalf working upon a rotary mechanism having two separate centers, saidcenters of said rotary mechanism projecting radii of different length,said wing carriage being supported upon said figure of 8 in such a man-Her that one end passes around a rotary mechanism of small radius in onehalf of the figure of 8 while the other end passes around rotarymechanism of a large radius in the other half and so alternately withrespect to the two wing ends, said carriage ends being provided withslidable means equal in length approximately to the difference betweenthe length of the small and large radii, said slidable ends beingoperative when the carriage ends have reached either extreme of the halffigure of 8 to which it is attached and means for locking either end soas to cause hesitation on the inner or outer end.

. 9. In a flying machine, a figure of 8 wing operating mechanism, wingsand propeller vanes mounted upon said wings and all supported andoperated by said figure of 8 mechanism and means for operating saidfigure of 8 mechanism, said wings having a triangular shape, with thebase of the triangle in the rear.

10. In a flying machine, a figure of 8 wing operating mechanism, wingsand propeller vanes mounted upon said wings and all suported andoperated by said figure of 8 mechanism, means for operating said figureof 8 mechanism, said wings oscillating to and fro on their rear sidesusing the front sides as pivots.

11. In a flying machine, a figure of 8 wing operating mechanism, wingsand propeller vanes mounted upon said wings and all supported andoperated by said figure of 8 mechanism, means for operating said figureof 8 mechanism and a rudder mounted telescopically, said telescopeworking in one plane.

12. In a flying machine, a wing operating mechanism and a wing and wingcarriage, both operated and supported by said mechanism and means foroperating said mechanism, said wing and wing carriage being slidablyrelated, said wing sliding on said wing carriage through the medium of asystem of levers operated by said wing operating mechanism.

In testimony that I claim the foregoing as my own I have hereuntoaflixed my signature this 26th day of June, 1917.

RICHARD A. ENGLER.

